Train-stopping apparatus.



.l. E. SMITH.

TRAIN STOPPING APPARATUS.

APPLlCATION man SEPL18, 19:4.

1, 146, 1 1 0. Patented July 13, 1915.

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anuevvto'a J. E. SMITH.

TRAIN STOPPING APPARATUS.

APPLICATION FILED sin. 18. 1914.

LMGJ 10. Patented July 13, 1915.

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J. E. SMITH.

TRAIN STOPPING APPARATUS.

APPLICAIIOII mm am. 18. 1914.

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Specification of Letters Patent.

PatentedJul-y 13, rats.

Application filed September 18. 1914. Serial No. 862,385.

1},- m! )r/lm/I it may concern:

lie it known that l'. Janns E. Smnrn, a citizen of the United States, residing at Atlantic City, in the county of Atlantic and State of New Jersey,- have invented new and useful Improvements in Train-Stopping Apparatus, of which the following 18 a specification.

This invention relates to improvements in train stopping apparatus and hasparticular application to mechanically controlled apparatus of this character.

In carrying out the present invention, it is my purpose to provide automatic train stopping apparatus whereby the propelling power of the locomotive or motor car will he cut oil and the brakes applied in the event of the car or train entering the danger zone.

It is also my purpose to provide apparatus of the class described which will embrace the desired features of simplicity, efficiency and durability. which will operate effectively under all conditions and wherein the component .parts will be so arranged and correlated as to reduce the possibility of derangement to a minimum. With the above and other objects in view, the invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the scope of the claim. I Tn the accompanying drawings, Figure 1 is a fragmentary sectional view through a locomotive showingthe car carriedmechanisin. Fig. 2'is a plan view of the ,motor controlling mechanism removed from the locomotivc. Fi this a fragmentary trans verse sectiona view through the mechanism illustrated in .Fig. 2. Fi 4 is a fragmentary perspective view of a letail of such mechanism. Fig. 5 is a fra entarytransverse sectional view throng the trackway showing one of the signal controlled obstacles. Fig. 6 is a fragmentary top plan view of the trackway showing the obstacles in top plan. Fig. 7 is a fragmentary sectional view through the obstacles.

Referring now to the drawings in detail, I designates a locomotive which, in the present instance, is of the steam driven type, while 2 and 3 indicate, respectively, the throttle valve lever and engineers brake valve handle.

Arranged within the locomotive cab is a. motor comprising, in this instance, a vertical tubular casing 4 having a closed lower end and an open upper end and designedto contain a quantity of water 5 or other fluid. \Vithin the receptacle l and normally held adjacent to the upper end thereof by the fluid therein is a float 6 having the under surface equipped with a depending shock absorbing device, 7.

8 designates a cable'trained over a guide sheave 9 suspended from the roof of the cal: and having the lower end of one run connected with a weight 10 disposed within tht ,upper end of the tubular casing l immediately above the upper surface of the fioat and the lower end of the remaining run connected with tripping mechanism 11 sus pended from the floor of the cab and holding the cable 8 normally taut and the weight '10 out of contact with the float 6. Connect ed with the throttle lever 52 and the enginccrs brake valve handle 3 respectively are cables 12 and 13 trained over suitabh guide sheaves 14 arranged within the cal and having the free ends thereof connectet with a loop 15 carried by the weight 10. B means of this construction, it will be seer thatiwhen the tripping mechanism 11 is ac tuated to release the lower end of the par ticular run of the cable 8 the weight 10 wil gravitate toward the bottom of the casin; 4 thereby exerting a pull upon the cables 1 v and .13 with the effect to close the throttl valve and actuate the en ineers brake valv to elfcct an application of the brakes. In th downward movement of the weight 10 th float 6 descendsand as the float reaches th lower end of its path of movement the shoe absorbing device 7 enga es the bottom wal of the' tank thereby eliminating shock 0 jar to the mechanism.

, The tripping mechanism 11 is suspende from the fioor of the cab of the locomotiv and comprises pairs of brackets 15, 16, th brackets of each pair bein spaced apai from each other transverseliv of the l()C( motive and from the brackets of the othc garr longitudinally of the lOCOIllOtlYt mtably fastened to and interconnecting th lower ends of the brackets of each pair 1 and 16 is a cross bar 17 and fastened to th bottom edges of the cross bar 17 and extent ing longitudinally of the locomotive is supporting rod 18. Suitably fastened to tl lower extremities of the bracket 15 are coile springs 18 extending toward the front an of the locomotive parallel with the rod 1 and terminating to one side of the transvers III center line of such rod, while secured to the lower extremities ofthe bracket 16 and projecting rearwardly therefrom are coiled springs 19 lying parallel with the rod18 and terminating a short distance from the adjacent ends of the springs 18'. with the front ends of the springs 18' and extending transversely of the bar 18 is a metallic strip having the lower edge resting upon the bar 18, while fastened to the rear ends of the springs 19 is a metal strip 21 spaced apart from the strip 20 and lying parallel therewith and having the lower edge thereof resting upon the bar 18. Passed through alining openings in the strips 21 adjacent to the upper edges thereof is a pin 22 passed throu h an eye 23 in the lower end of the cable 8, tie pin 22 and the eye 23 cooperating to hold the cable 8 taut and so prevent downward movement of the weight 10 of the motor. Resting upon the bar 18 between the confronting surfaces of the'metallic strips 20, 21 and having the opposite extremities thereof projecting beyond the sides of the locomotive is a trip bar 24.

Arranged along the trackway at suitable intervals are obstacles 25 connected throu h suitable operating mechanism 26 with tie signal blades of the respective scma hores so that when the signal blades go to danger the obstacles will be operated to active position, that is to a position in the path of movement of the trip bar 24, while when the signals are in clear position, the obstacles Will be inactive or out of the path ofmovement of the trip bar.

In practice, when a signal blade is at dan er and the associated obstacle active, the Ear 24: on a train running-by the danger signal will impact against the active obstacle, thereby swinging the bar 24 so that the same will come into contact with one or the other of the metal strips 20, 21 according to the direction of travel of the locomotive. As the tripbar engages the particular metal strip 20,21, such strip is moved Connected "longitudinally along the bar 18 against the *action-of'the particular set of springs 18,

19, with'the efi'ect to disengage the pin 22 v and so release the cable 8 of the influence of the pin whereby the weight 10 may gravitate to lowered position as previously described. When thepin 22 is relieved of the influence of the strip 21, incident to the forward movement of such strip or the rearward movement of the stri 20, the pin 22 swings upwardly within t e opening in the strip 20 and the eye 23 slides ofi of the pin under the action of the weight.

From the foregoing description taken in connection with the accompanying drawings, the construction, mode of operation and manner of employing my invention will be readily apparent.

It will be seen that I have provided train stopping apparatus whereby the propelling power of the motor car will be cut off and the brakes applied in the event of such car running by a dan er signal and wherein the wei ht motor will e operated independently of t e direction of travel of thecar.

I claim:

In train stopping apparatus, the combination with a controlling element of the motor car, a motor for operating said element to cut ofi position, a cable havingone end connected to said motor and the opposite end depending through the floor of the car, an eye on the lower end of said cable, a pin passed throu h said eye, strips carrying said pin and 1101 ing the latter, springs holding said strips in normal position, and a trip bar between said strips and capable of swinging movement to engage one or'the other of the strips to release said pin and cable so that themotor may operate,

In testimony whereof I afiix my signature in presence of two witnesses.

JAMES E. SMZTH.

Witnesses:

MARY SMITH, Cmus'rorrmn SMITH.

(Ionics at this patent may be obtained for five cents each, by addressing'the Commissioner of Patents.

Washington, D. 0. 

